Oil engine



Nov. 25, 1924.

OIL ENGINE I Filed Dec 1o 1917 5 Sheetssheet l WMM /J/ ATTO/My Nov. 25, 1924. 1,517,015

w. T. PRICE OIL ENGINE Filed Dec.. 1o 191'/ s sheets-sneu@ Patented Nov; l25, 1924.. r

UNITED STAT-Es 1,517,015I PATENT OFFICE.

WILLIAI T'. PRICE, 0F NEW ROCHELLE 'NEW YORK, ASSIGNOR T0 PRICE ENGINE i CORPORATION, A CORPORATION OF NEW YORK.

on. ENGINE.

Application led December 10, 1 917. Serial No.' 206,425.

To all whom t may concer/n.'

Be it known that I, WILLIAMT. PRICE, a United States citizen, residing in New Rochelle, New York, have invented the fol-' control of the combustion cycle in engines in which liquid fuel is injected into an; air charge in the combustion space without the use ofspraying air.v My object has been to perfect that type of engine to approximate or equal the general operating eliicienc and commercial utility of the well known iesel engine and I have successfully accomplished this result by the engine herein disclosed which illustrates the/ principles of the invention and which is characterized by the absence of air compressor mechanism such as required for Diesel engines, by its capability` of economical operation at about rhalf the compression4 of the Diesel engine or less,-

by the absence of any hot surface or other 5 igniting or vaporizing element or the vneed thereof, by the early timing of its fuel injection, that is to say; prior to compression dead cen-ter and by its ability to operate on a fue] consumption of .41 lbs. of'fuel oil per B. H. P. orless, which is substantially equal to the average Diesel economy, andalso by various other' novel characteristics pointed out in the accompanying claims. The elimination of air compreor mechanism avoids the necessity of developin excess power in the working cylinder to (Prive rsuch mechanism, as well as the necessity oflu'gh compression to counter the chilling actionof the injection air, and obviously eliminatesl a large amount of mechanical and operating complication and a large item of expense. The low compression pressure enables the engine to be built without therefinement of workmanship and material necessary for high compression engines and lgence atrelatively low cost` The absence of-unjacketed surfaces or hot plate vaporizers eliminates various practical diiculties and commercial objections always present in. such devices and whichare too wellvknow'n' to require mention. especially the diilicultyof keeping such surfaces at a proper temperature and thev loss of volumetric efficiency occasioned by them, as well as the` inconvenience and the delay in pre-heating them for starting.

Thesel and other advantages are attained by the present invention in a structure 'ving a relatively large work output per cu ic foot of Apiston displacement, the capacity of the enginer in this respect being substantially equal to the Diesel type and far superior to any hot surface or air-less injection engine within my experience.

F'ig. 1 is a horizontal central section through the combustion and piston space;

Fig. 2, an enlarged, full size section of a suitable fuel injection valve;

Fig. 3, an elevation of the part of the head structure on the plane of the engine valves;

Fig. 4, 'a cross-section of the head on line IV-IV of Fig. 3; r Fig. 5, a similar section on line V--V of Fig. 6, a partial side view of the engine showing the fuel injection means and governor control;

Figs.\7, and 7a are details of the fuel reguator valve; i

Fig. 8, a detail of the fuel pump; and

Fig. 9, a diagram of the engine cycle.

The engine taken for illustration is a horf zontal engine and rated at approximately 150 H. P. It is water-jacketed throughout and as shown in Figs. 1 and 4 its cylinder head is formed in two parts both bolted to the end ofthe cylinder, but the head can be made in one part if desired, and in any' case the water-jacket space thereof is brought as close as possible to every internal surface of the combustion chamberl so as to remove heat from such surface as rapidlyas possible. The inlet Valve is marked 1 and the exhaust valve 2, and both are disposed side by side in the present case. The piston has a stroke of 24 inches and is 19 inches in diameter, and the other parts are approximately kof the proportional dimensions indicated which adapt the engine to run at a speed of240 R. P. M. or thereabouts as will be understood. The engine f? normally operated by a pump cam 8 but also capable of) hand operation by a leverl 5, and its oil ldelivery pipe 9 leads direct to the injection nozzles vwhich dischargeint'o 1.10

thencombustion space, a branch pipe 10 leading to the fuel regulator mechanism controlled by the governor, or which may be controlled by hand if desired. This mechanism, separately shown in Figs. 7 and 7a consists essentially of a. variably operated escape valve 11 controlling an outlet from the branch pipe 10 to an overlow pipe 12 (Fig. 6)) The said valve -11 is closed by a spring and is opened to a variable extent or at variable timings according to the engine load, by a regulator lever 13 fulcrumed on the end of a short lever 14 which latter is subject 'to change of position by and in accordance with the change of the governor lever 1.5. The lever 13 is vibrated in synchronism with the pump plunger by means of a connecting rod 16, the lower end ofv which is' connected to a lever 17 operated by a regulator cam 18 on the cam shaft. This cam is so related to the pump Acam as to depress the lever 13 toward the end of the pumping stroke, and causes that lever to open the escape valve earlier or later according as its fulcrum, borne by the lever 14, is lowered or raised by the governor. By thus controlling the time of openin of the escape valve, the amount of over ow from the delivery pipe 9 and hence the amount vof fuel injected into the engine is accurately measured and kept in accordance with the speed of the governor 6 or the load Y on .the engine. Very obviously other styles Vof injection pumps and methods o f regulation may be resorted to in place of that just described and with etual effect. It should be observed however rom the shape of the fuel cam 8 and the diagram of the working cycle given `in Fig. 9, that the beginning of injection of the fuel occurs a considerable period in advance of compression dead center and ends in normal operation also before dead center. The average crank angle before dead center at which the fuel is ad- Knitted, is varied to suit conditions of load and speed although large changes in ,load and speed canA be allowed without altera-- tion in the time of the beginning of the injection. For mechanical reasons termination of the injection at an extremev overload is slightl after dead center, that condition being in icated in the diagram of Fig. 9. It is desirable that under normal operating conditions all of the fuel be admitted before ignition is manifested (by the abrupt pressure rise indicated on the card) although no particular harm results if a small amount enters after that point. n

In order to` minimize the load on the governor lever, the escape valve 11 is prox vided with a pilot valve '11* mounted in it and which may be arranged to bede ressed by the regulator lever 13 very slig tly in advance of the escape valve proper, so as to relieve the pressure on the latter and permit it to be opened easily if required. Manual control of the engine may also be accomplished by limiting the return stroke of thc pump plunger which also, in the design shown, varies the time of beginning of the injection as well as the amount delivered.

inwardly projecting annular wall 20 which forms a relatively contracted central opening or communication between said spaces and said wall may be formed as part of the cylinder ornhead structure as preferred, but

is water-jacketed `or equivalently cooled throughout. The end wall 19 of the piston space is at ri ht angles'to the axis of the cylinder and t e piston approaches the same to within an eighth inch or so at its extreme inner position. The compression space is of compact form, being bounded on the one hand by the annular sloping wall and its contracted opening just referred to, and on theother, by the fiat water-jacketed head wall which contains the valves and a spark plug 21. Its shape can perhaps b e best described by saying' that it has a central or bo\dy portion which is fundamentally or partly circular in cross-section as indicated at 22 and concentric to the axis of the contracted opening, but its circular'contour is interrupted by the intersection and merging therewith of two oppositely located, substantially conical cavities 23, forming in effect lateral extensions vfrom the central or body part of the space so that the resulting-chamber is generally oblong but with pointed extremitles. The valves 1 and 2 open respectively into these conical extensions for which reason the latter are required to be widened slightly by the formation of the cylindrical s aces 24 around the valve heads so that t e valves will have adequatev clearance and the air may have a freeentrance to, and the exhaust gases a free exit from the chamber. With the valves located in the positions indicated," these substantially cylindrical clearance spaces necessarily interrupt the uniform conical contour of the cavities 23, but said cavities are nevertheless substantially or generally conical as above stated. The openingbetween the lcompression space and the ,cylinder is restricted to an area considerably less than the 'cross area of the cylinder.

lLiquid fuel from 'the .pump delivery pipe 9vis divided at the junction 25 (Fig. l), equal portions .passing through the two branch pipes 26 tothe two injection nozzles 2 7, VVwhich latter are mounted in the head structure with their spray orifices in the apical regions of the conical cavities 23. Inasmuch as these nozzles are operated solely loo pressed exhaust gas or other fluid pressure medium is mixed with the fuel within the nozzles and for convenience, the-term solid injection is used in the claims in this general sense and to indicate the absence of the use ofv the compressed injection air commonly used in Diesel engines. Each injec tionJ nozzle comprises a tubular barrel contammg a small sprmg-closed check valve 28 near its inner end and fa nozzle tip 29 screwed into the valve at an inclination to its axis. The nozzle tip contains a spirallygrooved 'square-ended pin fitted snugly therein and so as to form a number of spiral paths through which the liquid fuel passes and by which it receives rotary motion in the small chamber between thcsquared end of the pin and the nozzle orilice, and the said orifice is of a small diameter considerably less than its length. In the case in hand, it is .036 inch in diameter. The fuel discharged from this orifice is a spray of moderately wide divergence very finely subdivided and pulverized and very homogenous, that is to say, the fine fuel particles constituting the spray cone are uniformly distributed throughout the whole cross-section ofl such cone. Homogeneity of the t spray is important to the attainment of eficient results and is in contra-distinction to many liquid sprays, which, are hollow in their interior or relatively devoid of liquid adjacent their central axes. The detail structure of the spray nozzle however is -'-not a part of my present iny ntion, being in -general the same type ofl ozzle that has heretofore been used 1n oil injection .engines iof the hot surface type. Other nozzles discharging a finely pulverized and homogenous spray will give the same effect. The nozzles 27 of whatever design selected, are mounted in the cylinder head in directly opposite locations in respect to the axis of the contracted opening formed by the wall 20 and with the axes of their sprays substantially coinciding with the axes of the conical cavities 23 above referred to, the said cavities being thus symmetrical with respect to the axis of the opening and the axes of the sprays therein occupying a common plane which is also the plane of the axis of the contracted opening. The spray axes thus have their point of intersection coinciding with the axis of said opening. ``While accurate geometrical symmetry of the combustions ace is desirable, some considerable deviation therefrom is permissible W1thout the action of a pump and' sacrificing the principle of the invention or all of the results that\accrue therefrom as will later appear. It is important however that the opposed sprays meet each other in 'to establish the conditions which I have sought to attain, and which mayebe described as the formation of what may be called a fog cloud of finely divided fuel, centralized in the compression space and having little or no tendency to wet the walls thereof. The conical shaped fuel sprays are spaced from the walls of the cavities nthey occupy and do not wet them. I have ascertained that liquid fuel wetting the wall of the chamber burns very imperfectly because such wall is water-jacketed and relatively cool, the condition being quite the reverse of other types of so-called solid injection engines wherein the wall of the combustion space or some part of it is unjacketed and kept very hot for the purpose of vaporizing the fuel liquid that comes in Contact with it. If the sprays in the engine shown in the drawings are not in fairly accurate alignment or of equal velocity or homogeneity, one. will shoot through the other and wet the chamber wall producing a smoky exhaust, the indication of imperfect combustion. Careful and symmetrical disposition of the sprays is thus quite essential to 'said formation of a properly centralized fog cloud to give the highest fuel economy. In the fo'rm of engine taken for illustration, the axes of the two opposed sprays intersect each other at an obtuse angle which points toward the opening to the piston space and thereby the cloud of fuel fog resulting from the impact is given a tendency to move toward the piston andl counter to the flow of air which the latter is pushing into the compression space through the restricted opening during thev By reason. of this direction of motion, the

incoming air mixes homogeneously with the fog of fuel particles with little tendency to, f drive them against the walls to such extent as to form a liquid film thereon and, in normal operation, the result is that at some appreciable time before the end of the compression stroke, all of the fuel has been inj ected and is assuming a vaporous condition which vtends toward an increase in inflamtime will be shortened. In some forms ofv the engine it is necessary to inject all of the oil much earlier in the compression stroke so that more degrees of crank angle will be allowed for the ignitable condition to obtain, and incases of slow speeds it is desirable -that the average crank'angle of the injection be later than in the .case of high speeds ,inasmuch as it is found that the allowance of too long a time interval for the fuel to assume the ignitable .condition has a tendency upon ignition to produce an excessivelv, abrupt pressure rise which is undesirable from an operating standpoint. At the end of the fuel injection, the mixture is formed and/is still in motion due to the residual flow from the restricted opening, so that when ignition occurs the whole compression space may be said to be completely occupied by suspended fuel particles which,

f however, have not had contact with the surrounding wall surfaces enough to form a liquid film thereon but have had an appreciable element of time in which to assume' a vaporous `and ignitable condition. In any form of the invention'. the purpose is to accomplish this condition, namely, the crea tion of a fog cloud not in film-forming contact with the walls and which at the end of the compression stroke shall be thoroughly mixedFwith the air from the pistonspace and shall have had suilicient timeto assume an ignitable condition so that ignition shall occur at or near thatv point. The special shape of the compression space above described is believed to provide the optimum condition for producing this effect, and in furtherance of the same purpose the central region of said space, above referred to as having a fundamentally circular section, is, for the engine illustrated, made of wider diameter opposite the opening, being more exactly frusto-conical than cylindrical. Thus the wall 2() slopes rather steeply toward the contracted opening at `the sides of the space between the cavities 23 and slopes more acutely towards said opening where it coincides with such cavities. The said wall also meets the end wall 19 of the piston space with a sharp rather than a rounded edge rso as to make the contracted opening the least possible like a connecting neck, or, in other words, to make it a neck of the shortest practicable length. While the particular shape of the compression space, as above described, .is an important factor in the early-injection cycle herein described, it has been found also to be useful in engines operating with a later injection and a higher compression ratio and Asuch shape is herein specifically claimed. as an independent part of the present inventionT` KThe cycle diagram of Fig. 9`shows the fuel injection as occupying some 54 of the crank angle, this being a condition of overload taken for illustration. In practice, however, it is preferred that the injection should occupy a somewhat less angle beginning later and terminating earlier even for normal full load but it is in any case well advanced'ias compared to Diesel en ines, and notwithstanding that fuel oil is slig tly compressible and notwithstanding also that there may be a slight recession of the fuel Vin the spray nozzles at the end of each injection period-and may therefore be retarded somewhat in its actual injection. The ignition effect occurs in any event at or slightly 1n ad.- vance of dead centre and expansion continues for a portion of the cycle represented by the arc c-d. The exhaust valve then opens until the air valve opens, point e of the diagram, and then both valves remain open until the exhaustvalve closes, point f of diagram and the piston will have then discharged the exhaust gas and haveV begun to draw in fresh air, which continues until'the air valve closes, point g of diagram, at which time the piston will be near its outer dead centre represented by initials O. D. C. on the diagram. The amount of air `admitted during the suction stroke, is subject to regula' tion by means of the throttle y35 shown in the drawings as a sliding Jdamper adapted to restrict the air inlet. For light loads and small fuel injections the throttle is partly closed. From outer'dead centre the indrawn air is compressed by the succeeding inward stroke of the. piston until at point a, fuel injection vagain begins, coinciding with the latter part of the compression stroke. This will be recognized as lthe characteristic cycle of the lfour stroke engine, but the principles of the yinvention are obviously applicable also to the two stroke cycle.

When the engine is run under light load with the throttle 35 partially closed as above described, the suction effect in the combusof the hot exhaust gas as part of the compression charge insures certain attainment of the ignition temperature and eliminates the tendency to misfire that otherwise might occur under light loads. It will be apparent moreover that the greater the-restriction by the throttle, the grea'ter will be the amount 200 lbs. per sq. in. which is preferred for this engine, but is very low as compared to any Diesel engine compression. It is not sufficient to produce ignition of heavy oil -fuels in' a coldengiine for which reason the spark plug 21 above alluded to,'is mounted in the head structure. The compression however should be suliicient to cause ignition when the engine is warmed up and the engine described has. .been operatedton pressures as low as 160 lbs. The construction-of the'spark plug will be plain from the drawv ing Iwithout description. It is arrangedto be connected to any suitable source of sparking current, not shown in the drawings, and is generally left so connected, lwhile the iiywheel is being set in `motion, and continuously emits sparks in the combustion space until the fuel injection and combustion begins and usually for several minutes thereafter until the interior surfaces are warm from the first explosions and the combustion -is ready to continue spontaneously. Ob-

viously other ymeans could be used for estab.-v

lishing ignition, as for example, a burnei` orheater for preheating the air charge. If desired the igniter may be eliminated by the use of compression pressures adequately high to produce ignition in a cold engine.

The fly-wheel is set in motion by an `air.-

-starting'valve of usual construction and such as is shown at 3l in Fig. 4. The starting air supplied'throu h this valve,'from a pi e 32, enters the cpmiustion space at one si e, through a lateral pocket 33 formed therein for vthe purpose. This pocket is very small and exercises no appreciable effect upon the functions of the combustion space already described. i u

Claims:

1. A combustion engine` comprising a compression space connected to the cylinder `by a restricted opening and devoid of any intern-al uncooled surface Jfor vaporizing the fuel or` normally controlling ignition, inlet and exhaust valves opening into said oompressionA space and solid` liquid injection means, includinga pluralit of impinging injection nozzles, arrangedl or spraying the greater part of the charge of liquid fuel into said space, directed counter to the air iow` through said opening, during the latter part of the compression stroke, in combination with meansv normally terminating the action of the said injection means prior to compression dead center.

2. A combustion engine comprising a compression space connected to the 'cylinder by a restricted opening and devoid of any internal uncooled surface for vaporizing the fuel or normally controlling ignition, and

- solid liquid injection means, including a plurality of impinging injection nozzles, organized in said space to direct the greater part of the charge of finelyV divided fuel liquid thereinto in non-wetting relation to the Walls thereof and countervto the air flow through said opening, during the'compression strokeyin combination with means normally terminating the action of the said injection means prior to compression dead center.

3. A combustion engine comprising a compression space connected to the piston 4space vby a restricted opening and devoid of any internal uncooled surface normally controlling fuel ignition, inlet and exhaust valves opening into said space, in combination with solid liquid injection means, including a plurality of impinging injection nozzles, organized for injecting` the whole,l or the greater part' of the fuelcharge into the compression space in finely divided form prior to the completion of compression, said spaces and means being'correlated to produce ignitiolnlby. compression of the'mixture, and means normally terminating the action of the said injection means compression dead center.

prior to A i roo rob'

4. Ina combustion engine, a combustion' space externally cooled throughoutand comprising compression and piston spaces -connected by a restricted opening substantially central to both spaces, inlet and exhaust valves opening into the compression space and cooperating t0 admit and confine the air 'charge therein, and a starting igniter in said space,. in combination with solid liquid injection means, including a plurality of impinging injection nozzles, operating to inject the whole or the greater part of the required fuel charge into said air charge during the latter part of the compression stroke, including means normally terminating the action of the said injection means prior to compression dead center, said spaces being correlated to the piston displacement to produce ignition, in the normal operation of the engine, by compression of the mixture and independently of the presence` 'or effectu ofv said starting igniter. y j i 5. A- 'combustiion engine comprising a combustion space, externally cooled throughout and provided with fuel injection means, i

' air compression space devoid of any internal including a plurality of impinging injec` tion nozzles, for creating a fuel and air mixture therein during the latter part of the compression stroke, including means normally terminating the action of the said injection means 'prior to compression dead center, said engine being organized in its normal operation to produce ignition. of the `mixture, solely by the compression thereof, in combination withfemeans. for initiating lcombustion in said space when the engine is cold, consisting of an electrically operated heat source located within said space.

6. In an internal combustion engine, the combination of a compression space exter-V nally cooled throughout and opposed solid injection fuel nozzles arranged for injecting the whole or the maximum part of the -liquid fuel charge, asl impingiiig sprays,

atv

into said space vprior to compression dead center, said impinging sprays being, organized toforma centrally located body of finely divided fuel so' directed as to avoid wetting or film-forming contact with Jthe surface of said space I 7. In an internal combustion engine, the

combination of a Water-jacketed combustion` space connected to 'the cylinder by a restricted opening and having opposed solid injection fuel'tnozzles, .each delivering a spray of fuel therein substantially parallel v to and spaced out of contact with the walls of said space.

4 8. In a combustion engine, a piston space and an externallycooled compression space connected theretoY by an opening of less diameter than the smallest diameter of said -posed lateral extension cavities containing solid injection nozzles simultaneously delivering their fuel sprays into mutual impingement in said central region.

9. In a combustion engine a piston space and a compression space connected thereto by a restricted opening and constituted of a central region and two ogpposite lateral 4extention cavities, inlet and exhaust valvesv occupying said cavities and simultaneously pump-operated nozzles contained in said cavities and delivering equal fuel sprays into mutual impingement in said central region.

10. A combustion engine comprising an air compression space devoid of any internal uncooled surface normally ignition, o posed pump-operated solid injection nozz es rorganized for simultaneous operation to create ayfoglike explosive mixture of the vfuel charge with the air in said space during, and before the end of, the com ression stroke, said space being correlate to the .piston displacement to produce compression to ignition of said mixture.

controlling stroke.

`l1. Af'combustion engine comprising an uncooled surface for vaporizing the fuel or normally controlling 'the ignition and provided With opposed solid injection fuel nozzles organized to `create a mixture of'the nozzles disposed4 in the compression space of said engine with the axes of their. respective spiays intersecting at an obtuse angle,

13. In a combustion engine of the kind described, the combination of a piston spacev connected by aielatively contracted opening to a compression space which isentirely externally cooled, and provided with opposed., pumpeoperated injection nozzles symmetrically arranged therein and equally and simultaneously operated to inject the normal charge during the latter part of the compression stroke.

14. In acombustion engine, the combination of a compression space constituted by a central body portion and substantially@ conical s mmetrically ldisposed extension cavities, uel injection nozzles .mounted in the'apical regions of said cavities and respectively discharging their fuel sprays ltoward tlie=central axis of said body portion and a fuel pump simultaneously and equally' operating said nozzles to inject the greater part of thefuel charge during the compression stroke.

15. In an injection engine, the combination of a compression space constituted by a relatively compact central or body portion having laterall substantially conical extension cavities, and connected to the piston space by a relatively contracted opening, the axes of said cavities intersecting atan obtuse angle Which is directed-toward said opening, solid `injection fuel s ray nozzlesrespectively coaxially mounted in the apical `regions of said cavities and means for simultaneously discharging eqal opposing -s rays from said nozzles toward the center o said compression spaceduring the compression `16. In an injection engine, the combination of'a compression space entirely waterjacketed and constituted of a relatively conipact central part -with substantiallyconical opposed extension cavities, vpump-operated las injection nozzles having their orifices situated in the apical1 regions of said cavities and arranged to direct their fuel sprays to intersect eachother and the axisof said central part. j

17. In an injection engine the combination with the piston space and an externally cooled compression space' connected therewith by a relatively contracted opening, said compression space being formed with lateral,

substantiallj7 conical extension cavities and providedwith pump-operated injection nozzles having their y orifices in the apical regions .of said cavities and directing their respective sprays toward the. axis of said contracted opening.

V 18. In an injection engine, a compression space provided withopposed pump-operated fuel injection nozzles each nozzle containing means for whirling the liquid fuel issuing "from its nozzles orifice and the axes of said orifices beino' arranged to intersect deach other near the, center of the compression space. l

19. In an injection engine, a compression space connected with the piston space by a relatively contracted opening and pro'- vided with opposed pump-operated fuel injection nozzles withtheir adxes intersecting at an obtuse angle and adapted to impart a resultant motion of the fuel toward said opening to the piston space.

20. In an'injection. engine an externally cooled Jcompression space connected byv a relatively restricted passage with the piston space and provided with opposed pump operated fuel injection nozzles disposed at the most remote points of said space and projecting` their respective sprays into mutual impingement at the center of said space during the compression stroke in 1 combination 'with means normally terminating the action of said nozzles prior to compression dead center. v

21. An oil engine comprising in combination an air compression space connected by a restricted opening to the piston space and devoid of any iincooled surface for normally controlling its ignition, inlet and exhaust valves opening into said space, solid liquid injection means, including a plluraliuy of impinging injection nozzles, operating to deliver the greater' part of the fuel charge into said space during the latter part of the compression stroke, in -cluding means normally terminating the action of the said injection means prior to compression dead center, means for varying the amount of the -fuel charge, and means for insuring the presence of a predeter; mined amount of the exhaust gas in the cylinder adapted to maintain the engine temperature when the fuel charge .is reeduced. 'j A 22. A combustion engine comprising a compression space connected to the cylinder by a restricted opening and devoid of any internal uncooled surface for-normally controlling ignition, and solid injection means organized to .-spray the greater part of the liquid fuel charge into said space during the compression stroke, in combination with injection means prior to compression dead center. l

24. In lan injection engine, a' cylinder head containinga central air-,compression space having communication with the piston'space through a relatively restricted openingd .and having fuel injector cavities extending in opposite directions from said opening, means for externally cooling all of the cylinder head walls forming said space and cavities, a solid liquid -fuel injectr disposed in each cavity and discharg7 ing their respective fuel sprays into mutual impingement in said central space, and means for causing said fuel injectors to inject the whole or greater part of the fuel charge prior-to compression dead center, the several parts being suitably correlated tothe piston displacement to \produce ignition by compression of the mixture.

2,5. In an injection engine, an aircompression chamber comprising a central space having communication with the piston space througha relatively restricted opening and having opposed cavities extending laterally from the laxis of said opening, a solid liquid fuel injector disposed in each cavity, said injectors bein organized to discharge their respective uel sprays into mutual impingement at an angle to each movement toward said restricted opening, the walls forming said cavities being sub-- stantially parallel Vto the spray cones produced by said injectors vand adjacent to,

other so as v-to producel a resultant spray,L

but out of Contact therewith, and means I for externally cooling all of the walls of said compression chamber whereby the ignition temperature is obtained from the heat of compression. I

26. In an injction engine an air coinpression chamber comprising a central space having' communication with the piston communication space through a relatively restricted opening and having opposed cavities extending laterally from the axis of said opening, a solid liquid fuel inject-or disposed in each cavity? and a valve disposed in the side of each "cavity, said injectors being organized to discharge their respective fuel sprays into mutual impingement adjacent said restricted opening,` all of the chamber walls forming said central space and cavities being provided with means for externally cooling them throughout whereby the ignition temperature is obtained from the heat of compression.

27. In an injection engine, an air Compression chamber Water-jacketed throughout and composed of a central space having with the piston space through a substantially circular opening of less diameter than the smallest diameter of said chamber and 'also having fuel injector cavities extending oppositely from said eentral space, a solid liquid fuel injector in each cavity directed toward said central space and adapted t'o discharge their respective fuel sprays into mutual impiiigenient therein and means for simultaneously operating said injectors.

28. In an injection'engine, an air compression chamber externally cooled throughout and composed ofsa central nspace having communication with the v piston space through a substantially circular relatively restricted opening and also having substantially conical fuelVv injector cavities extending opposite from said central space, a solid liquid fiiel injector in the apical end ,f of each cavity, an engine valve in the side,

of each cavity, said injectors being organized to discharge their respective fuel sprays into mutual impingeinent adjacent said yopening a'nd'means for simultaneously operating said injectors to deliver the greater part of the fuel charge during the latter part of the compression stroke.

29. In an injection engine, an air compression cliamber comprising a central space having communication with the pis-ton space through a restricted opening and having fuel injector cavities extending oppositely from said central space, inlet and ex haust valves disposed, one in the side of each cavity and parallelto eacn other and fuel injectors disposed in said cavities substantially in the common plane of said valves.

30. In an injection engine, an air comspace having' communication withlthe pis- I ton space through a restricted opening and having substantially conical fuel injectoi cavities extending oppositely from said ceny tral space, one of the Walls forming said chamber being substantially Hat and provided witli valve seats respectively opening into said cavities, parallel valves co-acting closure and having one or more Valve openings therein, and fuel injectors mounted in one of said head partsorganized to direct their sprays into mutual impingement.

82. In an injection engine having op' posed fuel injectors and an air compression chamber connected to the piston space by a restricted opening, the combination withthe engine eylinderof a two-part head structure therefor,one of the parts constituting the Wall forming said restricted opening an provided4 With a surrounding Water-jacket space for cooling said Wall, land the other foriningw` the remainder ofthe compressionv chamber andalso provided with a `Waterjacketspace and havingo'ne or more valveopenings therein, and opposed fuel injectors mounted in "the sidewall portions of said head parts to direct theirsprays into impingement at a point in said chamber adjacent said restricted opening.

In an injection engine having opposed fuel injectors andan air compression chamber connected to the piston space by a restricted openinu, the combinationvwith the: cylinder, of a tWo part head structurebiie' of the parts constituting the vvall-` forming said restricted opening and provided V With a waterjacket space to cool said wall, and having opposedL fuel injectors therein and the other part constitutinc the Wall forming the remainder of said chamber and provided with a Water-jacket space and having one or more valve openings therein.

In testimony whereof, I have signed this specification. j

Wiiiiiiiiirr-iriiicn.

io'o 

